Variable-speed mechanism.



No. 828,970. 1 PATENTED JUNE 19, 1906.

" A. W. PUPKE.

VARIABLE SPEED MECHANISM.

AAAAAAAAAAA FILED AUG. 3. 1905.

No. 823,970. I I Y PATENTED JUNE 19, 1906.

- A. W. PUPKE.

VARIABLE SPEED MECHANISM.

APPLICATION FILED AUG. 3, 1905.

4 MEETS-SHEET 2.

W/TNESSES: WV To? I m I f flMA% X AfTOHN/EM No. 823,970. PATENTBD JUNE19, I906.

' A.- W. PUPKB.

VARIABLE SPEED MECHANISM. APPLICATION FILED AUG. 3. 1905. M

4 sums-sum a.'

WM W- I a 554;, A-TTOHNEYQZZ. M-

Pmmumoammn w M N0. 823,970. PATENTED JUNE-19, 1906.

' A. W. PUPKE.

VARIABLBSPEED MECHANISM.

APPLICATION IILEI) AUG. 3'. 1905.

4 SHEETS-SHEET 4.

wbtmeooeo pL W @mwvto'o 'MW nuns]; STATES PATENT omen...

v ARNOLD W. PUPKE,v or l IE W-YORK, N. Y.

YARlA-BL E -s PE ED EIGHANIISM Specificationof Letters Patent.

P-atentedfJ'une 1 9, 1 906.

.7 Application filed August 3, 19.05. Serial No.272,459.

T aZl whom it may concern:

. Be it known that I, ARNOLD-WIPU'PKE, a citizen ofthe United States,and a-resident-of theborough of Manhattan, city, county,and State ofNeWYork, have invented a new and useful Improvement in Va riable-SpeedMech- .anism,. ..well adapted -to general use, but

especially to automobiles, .aut-oboats,.. and the like, ofwhich-the-following is aspec ification, reiereneebeingrhad. tothe-accompanying drawings, in. 'Wl'li0l1 Figure 1 illustrates aplan.viewof the mech anism. Eig- 2fillustrates an elevationthereof, oneofthe sides ofptherframe bcing.removed.Figs..3and4illustrate,respectively, the two halves or twin pieces of oneofthe in- .termediate adrivingrgears. F igs. -5 .and .6v illustrate,.respectively, the two-halves or twin pieces ofthe other-1ntermediatedrivinggear, Fig. 6 being-shown in section on the line 1 1Vof. Fig. 1. Fig.7 illustratesamod'ified construction shown inelevationone of the mechanism beingremoved. *8 illustrates still.-another modified construction,

one of the side plates being removed.

. Before-.describinglthe invention in detail I vWill state, generally.its constructioniand method of operation.

The mechanism embodies a driving-shalt,

which may. bethemotor-shaft or one-geared t0 it. That I Will calltheff-povver-shaft.

It is alsoisupplied with a driven shaft orthat which carries, directlyor indirectly, the driving-Wheels inan automobile, "the propeller or.its equivalent inran autoboat .orthe corresponding apartinaothenmechanism. Upon each of.these'shaftsis. agear, preferably. :an

' twogears isarranged a-countereshaft, which ordinary spur-gear. T'Theymay, however be gears of'other construction. .Betweenthese pacts merelyas a. support f0 rthe broken gearing .throu-gh-which- I effect thedifferential speeding of .the machine,-andupon it-are mounted sectionalor broken gears. Which Joperateas hereinafter explained. They mayall runloose. upon the counter shaft or ones-hall of themv may bekeyed to it,since it is immateri'al Whether that shaft .be. stationary .or adaptedtorotation. The mechanism like- Wise embodiesa. system of levers vor theirequivalent and a controller which coacts With .them. T-hese levers are.arranged'somewhat after the manner of toggle-leversinv othermechanism..t-hat.is tosay, the ends of all of them are pivoted'together+arid..at two oppo .sitepoints where the pivots are located.that

-is to: say, on opposite sides of the four toggle .levers' or.b.arsthey..are connected Withthe .two pairs ."ofsectional or brokengears, andat the tWo .othcrcornersor .angles.. 'of the levers there;are: preferably. arranged. antifritionrollers Whichengage with'thecontroller; This controlleris an adjustable structure, Withthe .innercurved 1 surface or. which {the ..antifric ti on-rollers referred. to..e ngage,-l-and thev controller. is adapted to. be...adjustedconcemtric'ally fiand ,eccent'rically..;relative.v to .Ithe counter-shaft.upon which .i'the', broken; gears are mounted. The pairs of. brokengears are .so. arranged that the} intermissions. in. the teeth or cogs'thereofare .out of coincidence -Witheach other. The.resi1lt,-.as W111beseen later on, is thatlalthou h.the.driven or: motor gear may revolve;Wit uniform speed and side plates of ithe-supporting-frame .of. the Iduring a small part of each of its revolutions is. in engagement Witli'both of the pairs: of l broken ,.gears, yetiduring the. greater. part"of eachrevolutionwit-is .in engagementwith one paironly, and duringthat time the other pair,

. which then transmits the powertothe driven shaft, runs slower. because:of the retarding action of the load acting;throughthe system of leversreferred to .andlthe controller. This fundamental system or principlemay be embodied in a variety of constructions. I have Lillustrated threein 'this.. ap,plication. I Will first vdesc ribeithat which isillustrated in Figs.

1 to 6', both inclusive.

:Arepresents themotor-fshaft'; .B B, any suit- -able frameworkprovided-With. bearings for the support of the shafting. O is ageaiikeyedtoithe motor-shaft A.

is the driven shaft. .upon rwhich ;,the

@driven wheels, propeller, or. equivalent-part, tasQthe zcase .may:.be,.;are mounted. 111E: is, a a gear keyed thereto.

' Fis a-countenshaft upon which the broken or speeddifferentiatinggears;are mounted.

One .pair :of these. brOkengears is. shown atG .G, the other .pair .atH. I-The :gears G G are in-the drawingsishown asrrigidly connect-edrtogether. by a. strong web. .oncross-piece I,

. which may beneficiallybereinforced by bolts J .J, Which-passthroughthewgears' .Gr'Gr-,.-ai 1d .throughlthe. web. 1' Insteadofthe Webith-is I K K, which meet at that point.

pair of gears may beneficially be united or made practically integral bysuitable attachment to the shaft F, so that they will neces sarilytravel together. The other pair of gears H H also constitute, in effect,a single gear. Indeed they may both be cut from the same piece of metal,one of the gears constituting one half of the metal the other orcompanion piece the other half. I call them two gears because the spacein which the gear teeth or cogs are intermitted differ in the two parts.

K K K (see Fig. 2) are the system of levers to which I have referred.They are pivoted together at L L and L L, and at the two latter pointsthe pivots are provided with antifriction-rollers M M, and at the othertwo points they are engaged with the pairs of broken gears,respectively-that is to say, the pivots L are extended on the inside ofthe levers and constitute trunnions, which enter, respectively, thepairs of gears G G and H H. In fact, in the case of the gears G G, I mayutilize one of the bolts J, which holds the webs I in' position, as suchtrunnion, it being extended so that its ends, which project beyond thegear G, will constitute the trunnion for the ends of the levers If thispair of gears are united by means of attachment to the shaft F, asheretofore intimated, then a mere hub or stud upon the gear G may serveas the pivot or trunnion. As to the other pair of gears H H, I prefer toprovide them with a strong laterally-projecting bolt or trunnion whichshall have stiffness enough to withstand the thrust of the parts inoperation. must be of sufficient length to extend across the thicknessof the gear G, so as to engage with the levers K K and should thereforebe strong. It of course extends across the gear G at that part of itwhere the teeth are intermitted, or if the construction is such that itis desirable to have the teeth at the place where this pin. or trunnionshould pass, then the gear G may be suitably slotted to permit thepassage of the trunnion without binding. In order that the, cogs orteeth of the spur-gears C and E may, smoothly and without jarring orjamming engage with the teeth of the broken gear, prefer to chamfer ofithe face of the leading tooth on each of the broken gears, as showr'i,atN. This is not essential, however, and since it weakens that toothsomewhat it may be preferable under certain conditions not to do 'so.

The controller mechanism is as follows:

0 0 (see Fig. 2) are two substantially semicircular-shaped bars orplates of metal, which are pivoted at P P to cross-bars Q Q, which aremounted on the sides of the frame B B. Any other preferred fulcrums maybe substituted; but I prefer these bars because of their strength andreliability. These con- It will be noted that this trunnion troller-barsare preferablyprovided withhubs R, so that they may be more securelysupported upon the fulcrums Q Q.

S is a pin which may conveniently be set in an ear T on thecontroller-bar O, with which is connected a link U, the other end ofwhich engages with a bellcrank lever or other equivalent devices,whereby the adjustment of the controller may be secured. The link U isindicated merely in dotted lines, and the bell-crank lever or itsequivalent is not shown at all. Such devices are in common use in avariety of forms, and specific description and illustration thereof isnot necessary.

V is a slot made in the side frame B, through which the pin S may freelyslide or pass in the adjustment of the controller. It is shown in theconstruction illustrated because it is desirable; but otherconstructions may be such as not to require it.

In order that both parts of the controllerthat is to say, the part O aswell as the part Omay be simultaneously and coextensively adjusted, Iunite the two together in any suitable manner, so that the movement ofone will effect a corresponding and coextensive movement of the other.In the example illustrated I effect this by cutting a slot W in the endof the part 0, in which. works a pin Y, which is fast in thecorresponding end of the other part 0, so that when the part 0 is movedby the controller lever or link U the part 0 of the controller will becorrespondingly moved. In this way, as will be readily seen, providedthe fulcrums P and I are properly located, the two parts O and O of thecontroller may be moved in such position that the interior surfacethereof will define substantially, although not ex- .actly, a circlewhich will be concentric with the shaft F, in which position there willbe no differential speed produced, yet, on. the other hand, by theproper manipulation of the link U, through the speed-regulating lever,these controllers may be moved into such position that their interiorsurfaces will inclose a space of irregular outline and when in thisposition will be more or less eccentric to the shaft F, depending uponthe degree of increase or decrease of speed desired.

To recapitulate, the operation of the apparatus as thus far described isas follows: It will be noted that the power-gear C is offset relative tothe driven gear Ethat is to say, the gear 0 can mesh only with the gearsG and H, whereas the driven gear E can mesh only with the gears G and H.Consequently the gears G and H receive all the power and the gears Gand. H carry all the load. As shown in Figs. 1 and 2, the mechanism isin the position in which the differentiation of the speed is about totake placethat to say, the gears G and G being connected together, asabove explained, they move as a unit and the gears H and II, beinglikewise connected together, they move as. a unit, and I the power isalways applied: to they gears G and H, andthe load is alwayscarried-byithe gears G and H andthe location and'arrangement of the 1intermissions "of the teethv in these several gearsis such thatthepower-is applied toG half of the time and-to H halfof the time, andthe loadiscarried by H Y half'of the time and by'Ghalf of thetime.

1 The principle upon which the; mechanism operates is as folllows:Thepoweris applied to but one of each-"pairof-theaintermediate gearsatanyonetime, (except momentarily, as hereinafter explained) andtheloadis carried by the other of each pairin a similar man- 7 ner. Alsoas stated, the intermediate gears =have= oscillatory movement relative:to" each other, aswell-as a' revolving movement; about the shaft.Therefore when the parts are :arranged as described and illustrated thepower will part of'thetime-be applied to'the gear G and theload becarried by:thex'gear H, and part of thetim'e the power'will begappliedto the gear and the load I carried by the gear G, and at no time, exceptmomentarily during the'transfer from one tothe-other, :do the two-:towit, the power and the: load.act upon thesame'gear.Oonsequentlytherej-is always, excepting: at such=momentary;pe-

riods, a-tendencyon the part of the loadto hold back- :or retard therotation, and this results in an oscillating'or reciprocating motion ofthe two pairsofgears relative t-o each'other, there being one fulloscillationin eachrcomplete revolution of the driving-gear C, and thisnmoveme'nt is permitted and-its degree regu- 'lated by the controller O0, above described-that is to say,= when they. are 0911-,

centric with the shaft-F then a-relation-of equilibrium, sopto speak,xisestablished, wherefrom no differentiation in ,speed results. As,however, the controller-is adj usta ed more .and :more' eccentric tothe' shaft F,

thencorrespondingly the degree of differentiation increases, and thiseccentricity is effected and controlledbytherlink U and coacting partswith which it-connects, as above described. Obviously thedifferentiation in speed referred tomay be carried to quiteextremelengths, there being no :limit excepting those defined by. thesuccessful operation of thepartsas rapidly-moving mechanism.

A machine made upon the plan=as=defined in the drawings, Figs. 1and-2,affords modi- 55' zhalfespeed, the; speediof the motor being con--fications' in speed ranging from full speed to stant. It: willnot,-,-'however, in all cases'be desirable, because of mechanicalcomplications, to so markedlydiiferentiate the;s eed to cut it in half.In. many instances, ow-

ever, this may advantageously-be-done as,

forexample, in rotary pumps-andothersimi "larinstances; where from thenature of the --use the mechanism is'relieved partly. atwleast from thestrains which it would encounter in,

tor-shaft, E the driven gear.

as shown, for example, in Fig. 1,:and fof the other pairofdifferentiating intermediat'e gears, as likewise shown in Fig. 1. O

sa -7t I 533 other uses. 7 As above stated, there is at the time of thetransition of the power and load from one'set of gears to the othermomentary coincidence in movement;but this occurs so instantaneously andthe movement of the parts is-sorrafpid that its effect upon thernovement of t e vehicle is scarcely perceptible. The "weight of the.mechanism, the

spring of the parts; and the inevitable lost motionaoffset orcompensate-for this in the samemanner as similar-1 speed irregularitlesare compensated forwinwvarious classes of mechanism now in .use.

-Applying. the above to the illustrations Figs; 1 andj2, the parts areillustrated-inthe position they occupy as the'transition is just aboutto take place that is to :say, the :p'owerfrorn gear 0 is-just pasing onto the .gear G and the gear G is-justleavin the gear E, which isnowiniengagement wit the gear H, as shown in, Fig. 2, in which thecontrollers are shown in-a position of almost, but

not'. uite, their greatest eccentricity, and the anti 'ction-ro'llersMMareshown inengagement withthe controllers at opposite sidesthere'of,=and consequently the gear H-is set 'over'nearlyto theendoflthebrokeneaway or As before stated, there will .be a momentary.acceleration of speed in'the-load-shaft when the,power-sheiftchangesmesh from one pair of intermediate-gears to theother 'pair,-because thenthe power and the load shafts will momentarily move at the same thetrain will bev without the momentary acceleration of speed.

Referring now to the modified construction' in Fig. 7, I show it in a;much simpler 'form of -:mechanism, 1 which, however, embodies-thesameunderlying principles. The construction and operation of the devices inthis figureare as follows: The parts, so faras they coincide with theparts already-=described, 'are-designatedby the samereference-letters-that is to say, B representsone speed ,but ifthedevicebe constructed in J'duplicate, so thatoneset ofdifferentiatinggearssarewplaced in train after the other and vso adjustthem'that the :periods of change do not-coincide then the-motionatathe=end of of the side frames, 0' the'gear upon'the mo- Ggisone ofthe intermediate speed-difierentiatin gears,

isone Osare thecontrollers. They are pivoted .and supplied-with'theother appliances and adapted to the movements, all substantially asabove described. Indeed this modified machine is or may be the same inall respects as that already described, excepting that the four separatetoggle-arms or levers marked K K K K in the former construction are inthis present one replaced by two bent arms 1 1 and 2 2. The bent arm 1 1is pivoted at 3 to the gear G and the bent arm 2 2 is pivoted at 4 tothe gear H. 5 represents an antifriction-roller at the apex of the bentarm 1 1, and 6 represents a similar antifriction-roller at the apex ofthe bent arm 2 2. These rollers engage with the inner surface of thecontroller the same as before. On the end of one of the members of eachof these bent arms there is formed a slotted enlargement. On the arm 2 2this appears on. the upper member and is shown at 7. On the arm 1 1 itappears on the lower member and is represented by 8. The pivots 3 4 arein this construction studs or trunnions, substantially the same asheretofore described, and they act as axes for the bent arms, in themanner to be described, and also as means whereby those arms areconnected to the appropriate gears. The substantially vertical member ofthe bent arm 1 1 is pivoted to the trunnion 3, and the substantiallyvertical member of the bent arm 2 2 is pivoted upon the trunnion 4. Theother members of each of these bent arms have enlargements or cars 7 8upon them, as heretofore stated, which are radially slotted, as shown,and the trunnions 3 and 4 are adapted to work in and out through theseslots.

The operation of the apparatus shown in Fig. 7 is as follows: Theapplication of the power and the load and the adjustment of thecontrollers and the engagement of the rollers 5 and 6 therewith are allas heretofore described. It will be observed, therefore, that when thepower is applied to the gear G and the load carried by the gear H thegear H has a tendency to lag behind or be retarded in its rotation.Consequently the bent arm 1 1 will be forced outwardly relative to theaxis F, and this movement will be permitted by the passage of thetrunnion 3 through the slot made in the ear 7. Likewise when thetransition from the gear G to the gear H takes place the same operationwill be permitted by the passage of the trunnion 4 through the slot madein the ear 8 upon the bent arm 2 2. These movements effect substantiallythe same results in substantially the same manner as in the case alreadydescribed.

In Fig. 8 I show another modification. In it a represents themotor-shaft, b the gear thereon which meshes into the two-part gearcomposed of the gear 0 and another gear d.

' These are both mounted loosely upon the driven shaft (e. The teeth areintermitted in the gear 0 throughout a portion of its cir.

cumference, as shown, and the teeth on the other gear are likewiseequally omitted. f is a double crank-arm provided with slots 9 g atopposite ends and with a hub h, which is keyed by a key i to the shaft0. j j j are the four levers substantially the same in function as thelevers K of the other figures.

They are pivoted together at their ends, as.

shown, and at the pivot it two of these arms are connected to the gear(Z, and at the pivot is the other two are pivoted, to the gear 0, thepivotal connection at these points being, in effect, a stud or trunnionwhereby the levers are not only pivotally connected with each other, butalso pivotally connected to the gears, respectively, and the other twopivots are extended so as to form projecting ends 7C2 and krespectively, upon which are mounted rollers 7c k which work in theslots 9 g of the double crank-arm, as above stated. In order that thepivot or trunnion 7c may pass through the gear 0, so as to makeconnection with the gear d, which lies beyond it, and also so that thegears may have the oscillating or reciprocating movement above referredto relative to each other, the gear a is slotted, as at Z, through whichslot the trunnion It moves. The two levers j j are pro vided withextensions m m, upon the ends of which there are antifrictionrollers nn, which engage with the interior surface of the crescent-shapedcontroller 0, which is pivoted at p and actuated by an arm integraltherewith, which is pivoted to a link 1, as shown, which is in turnconnected to any suitable bell-crank or equivalent device for operatingthe controller. The operation of this modified construction embodies thesame underlying principle as those above described-that is to say, thepower-gear I) is driven at constant speed. The load carriedintermittently by the gear 0 and the gear (I, as the case may be, andfor brief periods by both gearsthat is to say, the drawings illustratethe power as about to be trans- "mitted from the gear (Z to the gear 0,because the leading teeth 8 of the gear 0 is just about to be engaged bythe teeth of the gear I). As soon as this takes place the intermitted orbroken-away part of the gear (I will be in registration with the gearI), so that the load will be driven, for a time at least, solely by thegear 0. The power transmitted to it is, through the trunnion 7r,transmitted. to the system of levers j j, which has'a tendency to drawthose levers down; but this tendency is resisted by the lower roller n,which engages with the controller 0, thus limiting this downwardmovement; but as the crank-arm is rotated by engagement with the rollers10 and k in its slots g g and the vertical position of the parts asshown in the drawings becomes first horizontal and then vertical in thereverse direction the occentricity of the controller 0 permits roller 70to pass outwardly through theslot g. and theroller 7a? to move inwardlythrougha the slot. 9, andv thismovement of-theparts-is attendedobviously by a ;--retarding:- or rev duced movement of the; gear. d;the. trunnion Icofwhich slides through the slot Ztozitsopposite end. -Bythe 1 time this .has. taken place the transition fromzltheigear atocthegear. dghas occurred and .a continuation of the; movements takes:v place=but in:- the. reverse-direction, as to theparts-thatis tosay, thejgeandbeing now driven and-.the; gear 0 out :iOf. zme .a return ;.s.movementof the parts to primary position takes place,- accompanied irby :Qapassage of :the atrunnion 7c through; .theslot. Zpto "its. normalornprimary position, .asrillustratediin the: drawings. 7 Bytheabove-described invention. a. series of advantages.aresecured, someofthem, as I believe, entirely new others. more perfect: at-

tainrnents of advantages heretofore'partially' realized, ..among themthe-following In this construction the transmission is effectediin asmooth, shockless, and strainless .manner and by positivelyracting.mechanism, devoid of qfrictional ztransmission ;iof vany kind. Again,all the .methods heretofore employed, excepting the inadequatefrictional devices, have been; attended with. much; noise, hencediscomfort. and sometimes; alarm to theoccupants of the vehicle.Underlmy construction there-is no-noise nor any gjars orshocks ofconsequence. .Also under my invention there. are no violentforwardthrusts,-- which are markedly perceptiblein change of speed in most,orat least-many, other machines, whichresult in.a violent forwardimpulse of V the vehicle, .which tends to. the. discomfort and sometimesbodily injury of the occupants. Onthecontrary, under my improvement the.movements aregradual andsmooth and the change ofspeedis made; at anytime a and to. anydegree within the limits of the mechanism without ofthemotonshaft. I Under my construction also all of the parts, arerelatively simple in construction and of relativelylow cost,; no

delicacy in any part being required. Onthe contrary," theymay all be.heavy, solid, and hence durablev-in. construction, andv noexcessivenicety of finish isirequired. I

The mechanism is .adaptedtoall, geared power-transmitting. mechanism,irrespective of its horse-power, and when-.applied'to vehicles isequally well adapted-to the lightest runabout as well as to heaviertouring-cars. It is with a view-to this thatIhave illustrated inthedrawings hereof the several methods shown, because some, of .them. arebest adapted to. light workand: others .to heavier work.

. -As-=.applied toelectric vmotorsand other prime movers or motorsalteration of the speed myinventionispe- I culiarlyusefuhbecauseitenables a change of :changein the. cu'rrentand gcontacts.

g It will be obvious to those who arefamiliar with this. art thatthesame-invention or fundamental principles.areiinvolvedsin all of theformsof apparatus which I haveaboveidescribed. and. .illustratedfthatis; to say, in 3 them all there is interposed between the mo- ;tor-shaftor, gear, thereon.=.and-.thedriven 2 shaft .orgear thereonintermediatespeedrdif i ferentiating, gears and the;.pow.er.-is..applied 1 to; a part only of.these gearstand-gintermittently to thoseparts, and the. .loadris. carried i by-others ofthoseintermediategears.andin- I. termittently by.;them,..and: theseintermediate sets of, gears: are provided-with mechanwithoutbreaking gthe load to the push of the power, whereby the shifting -of .:position.of. the intermediate gears, relative to: each other takesplaee,ire-vsultingin.a greater orrlessidiminution of the 5 speed,.depending-:uponthe adjustmentofthe controller. Itwill-also-be obvious-to thosewhoarefamiliar with this art thatother special. mechanical; devices and'constructions maybe originated. to. carry,-out, the: fundamental ideaabove. stated ,.-some-.examples, of which I have shown,- but manyothersare possible. I therefore in .noiwise-limitmyselfto the specialdetailsofGODStI'llOlDiQIlnSllOWIl and described. .Theyare given as examples onlyof many. diiferent mechanical: constructions which may be. adopted. Itwill also be obvious to those who are familiarwith this, art thatinstead of the controller shown in Figs. 1 2 7, andS'beingou-tside ofthee-levers, &c. which are connected .withhthe intermediate gears andwhich-engage with .itafrom within outwardly, ,by simple .mechanical.altera- .tionthe reverse construction maybe adopted in-whieh thecontrol;- will be eifected by pressure. from .outsideinwardly; also,that instead of the-gears beingall T of .themspur-gears they maybebevel-gears .orpart bevel and part spur, also, thatit is immaterialwhether the apparatus be constructed and arranged to increase ordecrease-the rate of speed from any given point, or to .do -both. Thisis merely. a matter of therelative. adjustment of the parts. Those whovare familiar. with this 1 art-will likewise at once appreciate the factthat the controllers 'shouldbeoperated with.- in certain extreme-limitsand .belocated at definite places within those limits, so that thespeed-differentiating gears may notv bepermitted to oscillate or shift,position relative to eachother in such. manner. as to prevent propermeshing with the motor-gear on the oneside andtheload-gear on the other.will,lhowever,- be; practically impossible for the mechanismto get outof-pioperadjustment. in ithlS respect, because one orthe other .of the-.ant1fr1ction.rollers ..will conof power, without stantly bear forciblyagainst the controller, andthereforeforceiit over as far as it is al.

i ismbrought into, action-by the resistance. of

lowed to move, which is the position to secure the proper intermeshingof the parts.

I claim- 1. In mechanism of the class stated the combination of amotor-shaft and a driven shaft, a gear upon the motor-shaft, anothergear upon the driven shaft, speed-differentiating gears interposedbetween them and which are adapted to movement independent of eachother, with one part of which the motor-gear meshes and with another andindependently -movable part of which the driven gear meshes, mechanismbrought into action by the resistance of the load to the push of thepower, whereby the intermediate gears shift position relative to eachother, and means to regulate and control such shift of position.

2. In mechanism of the class stated, the combination of a motor-shaftand a driven shaft, a gear upon the motor-shaft, another gear upon thedriven shaft, variable-speed gears interposed between said motor anddriven gears, and which are adapted to adjustment relative to each otherwith one part of which the motor-gear meshes and with another andindependently-movable part the driven gearmeshes, means to regulate andcontrol said adjustment and mechanism brought into action by theresistance of the load to the push of the power, whereby the speed ofthe driven gear may be made coincident with that of the motor-gear ordifferentiated therefrom.

3. In mechanism of the class stated the combination of a motor-shaft anda driven shaft, a gear upon the motor-shaft, another gear upon thedriven shaft, a shaft interposed between them, two pairs of independently-movable speed differentiating gears supported upon said interposedshaft, with one of each pair of which the motor-gear meshes and with theother of each pair the driven gear meshes, devices connected with bothpairs of intermediate gears whereby the movement of either will betransmitted to the other, and a controller to regulate and control thedegree of movement.

4. In mechanism of the class stated the combination of a motor-shaft anda driven shaft, a gear upon the motorshaft, another gear upon the drivenshaft, a shaft interposed between them, two pairs ofindependently-movable speed-differentiating gears supported upon saidinterposed shaft, with one of each pair of which the motor-gear meshesand with the other of each pair the driven gear meshes, devicesconnected with both pairs of intermediate gears whereby the movement ofeither will be transmitted to the other, and an adjustable controlleradapted to secure uniform as well as differential speed between themotor-gear and the driven gear.

5. In mechanism of the class stated the combination of a motor-shaft anda driven shaft, a gear upon the motorshaft, another gear upon the drivenshaft, a shaft interposed between them, two pairs ofindependently-movable speed-differentiating gears supported upon saidinterposed shaft, with one of each pair of which the motor-gear intermittently meshes and with the other of each pair the driven gearintermittently meshes and means connected with the two pairs ofinterposed gears whereby the movement of each is transmitted to theother and means to regulate and control the degree of movement.

6. In mechanism of the class stated the combination of a motor-shaft anda driven shaft, a gear upon the motor-shaft, another gear upon thedriven shaft, a shaft interposed between them, independently-movablespeed-differentiating gears supported upon said interposed shaft, withwhich the motor-gear and the driven gear intermittently intermesh,devices connecting the independently-movable intermediate gears andmeans engaging with said connecting devices whereby the independentmovement of the intermediate gears is controlled and regulated.

7. In mechanism of the class stated the combination of a motor-shaft anda driven shaft, a gear upon the motor-shaft, another gear upon thedriven shaft, speed-differentiating gears interposed between them withpart of which the motor-gear engages and with the other part of whichthe driven gear engages and means whereby the movement of the two partsof the intermediate gears is transmitted from each to the other.

8. In mechanism of the class stated the combination of a motor-shaft anda driven shaft, a gear upon the motorshaft, another gear upon the drivenshaft, speed-differentiating gears interposed between them the cogs onwhich are partly broken away or intermitted, and with a part only ofwhich intermediate gears the motor-gear engages and with another partonly the driven gear engages.

9. In mechanism of the class stated the combination of a motor-shaft anda driven shaft, a gear upon the motor-shaft, another gear upon thedriven shaft, two or more speeddifferentiating gears, adapted to independent movement relative to each other to gether with simultaneous andcoincident rotary movement, interposed between them, the cogs on whichare partly broken away or intermitted and with a part only of whichintermediate gears the motor-gear engages and with another part only thedriven gear ongages and means whereby the movement of each of theintermediate gears may be transmitted to the other.

10. In mechanism of the class stated the combination of a motor-shaftand a driven shaft, a gear upon the motor-shaft, another In testimonywhereof I have signed my gear upon the driven shaft, concentric speed- Iname to this specification in the presence of [O 1ilflerentiating gearsinterfioshed betweeri two subscribing witnesses. t em an means coactingwit t e interpose g 5 gears whereby the speed is difierentiated byARNOLD PUPKE' the traverse of said means along a combined Witnesses:radial and concentric path during each revo- F. M. DOUsBAOH, lution. I iJ n PHILIP F. FEINBERG.

